Cushioning mechanism for railway vehicles



June 2, 1953- D. WILLISON El AL CUSHIONING MECHANISM: FQR RAILWAYVEHICLES 4 Sheets-Sheet 1 Filed Sept. 1, 1950 INVENTORS DONALD WILL/SONHUBERT L. SPENCE ATTORNEY June 2, 1953 D. WILLISON EIAL 2,640,503

I CUSHIONING MECHANISM FOR RAILWAY VEHICLES Filed Sept. 1, 1950 v 4Sheets-Sheet 2 BUFF v GEAR TRAVEL /N INCHES DRAFT INVENTORS DONALDWILL/SON HUBERT L4 SPENCE A TTORNE Y June 2, 1953 D. WILLISON EI'AL cusmoums mzcmmsm FOR RAILWAY' VEHICLES Filed Sept. 1; 1950 4 Sheets-Sheet 5INVENTORS DONALD W/LL/SON HUBERT L SPENCE By ATTORNEY June 2, 1953 D.WlLLlSON ETAL 2,640,603

CUSHIONING MECHANISM FOR RAILWAY VEHICLES Filed Sept. 1, 1950 4Sheets-Sheet 4 INVENTORS DONALD WILL/SON HUBERT L. SPENCE BY M ATTORNEYIIIIIIII' III l|||||||||||||| Patented June 2, 1953 CUSI-IIONINGMECHANISM FOR RAILWAY VEHICLES Donald Willison, Cleveland, and Hubert L.Spence, East Cleveland, Ohio, assignors to National Malleable and SteelCastings Company, Cleveland, Ohio, a corporation of Ohio ApplicationSeptember 1, 1950, Serial No. 182,750

18 Claims.

Our invention relates to cushioning mechanism for use in draft riggingof railway vehicles and more articularly to rubber cushioned draft gearsof the compensating type.

In the copending application of Donald Willison, Serial No. 150,473,filed March 18, 1950, is disclosed a draft gear of the above mentionedcompensating type which automatically eliminates all free slack betweenthe cushioning mechanism and the yoke which surrounds the cushioningmechanism, and betweenthe cushioning mechanism and the draft gearpocket.

Our invention, which comprises a novel arrangement of a plurality ofrubber pads and related metallic followers, provides variousimprovements over previous forms of cushioning mechanisms of both thecompensating and noncompensating types. v

Our cushioning mechanism can be used in A. A. R. freight carconstruction with any conventional type yoke and with the A. A. R.standard or alternate standard coupler shank.

Our invention provides for more travel and capacity in buif than indraft.

Also, our invention when used in conventional A. A. R. freight carconstruction, in conjunction with the A. A. R'. standard or alternatestandard coupler shank, provides greater travel and capacity in buffthan that provided for by conventional types of draft gears in use atthe present time.

Also, our invention is one that is simple in construction, cheaplymanufactured and easily assembled.

Other various features and advantages of our invention will be set forthin the accompanying description taken in conjunction with the drawingsin which:

Fig. 1 is a plan view, partly in section, of our draft gear applied toafreight car of conventional construction. I

Fig. 2 is a side elevational view partly in sec: tion, of our draft gearshown in Fig. 1.

Fig. 3 is a sectional plan view of our draft gear partially compressedin buff.

Fig. 4 is a perspective view of the compensating follower of the draftgear.

- Fig. 5 is a typical compression curve illustrating the draft andbufiing characteristics of the draft gear shown in Figs. 1-4. Fig. 6' isa perspective view of the-cushioning follower in its assembled relationwith the yoke, with a portion of the yoke shown in dot-dash lines.

- Fig. '7 is a cross sectional viewo'f the cushion- 2. ingfollowershowing the manner of assembling the follower in the yoke.

Fig. 8 is a side elevational view, partly in section, showing thepreferred method of inserting our draft gear and yoke assembly into thedraft gear pocket. Fig. 9 is a cross sectional view taken along line9--9 of Fig. 8. M

Fig. 10 is a sectional plan view of our draft gear showing meansemployed .to provide an alternate method of insertion of the draft gearand yoke assembly into the draft gear pocket.

Referring to the drawings, and more particularly to Figs. 1 and 2, wehave shown the usual car sill. construction at l-I, a draft gear pocket3 having rear buffing lugs or abutments 2-2 and front draft lugs 44, anda draft gear yoke 6 which may be ofany conventional type but which forpurposes of illustration is an A. A. R. standard vertical planehorizontal key yoke, known as the Y-40. v

The shank 1 of the carcoupler is connected to the yoke by means ofhorizontal key 9 which extends laterally through slots la in the centersills [-4 and side walls [9 of the striking castin 5. Slots l0 are ofsufiicient length that the ends thereof are at no time engaged by key 9during draft or buffing movements of the coupler and yoke.

Slot 20 in the coupler shank is preferably of slightly greater lengththan the width of key 9, thus leaving a clearance as at 2| between thekey and'the forward end of the slot when the mechanism is in neutralposition, as in Fig. 1.

The main cushioning unit 8 and the compeneatin or forward cushioningunit I0 each comprise a group of compression pads ll, preferably of thetype claimed in our copending patent application, Serial No. 138,614,filed January 14, 1950. Each pad consists of a metal plate [2 with acushion of rubber bonded to each face. The surface of the rubber iscorrugated as we'have found that a cushioning pad of that type combinesvery desirable compression qualities with a high degree of durabilityand sturdiness. Each group of pads terminates in end pads I3 which haverubber bonded to one face only, thus avoiding any rubber to metalcontact at the working faces, of the end pads.

Extending between the front end of the main cushioning unit 8 and thefront draft lugs 4-4 is the main cushioning follower l4 comprising atransverse follower acting base portion Md and a pair of forwardlyextendin rectangularloop portions [45 integral therewith. Each loop"por- 3 tion comprises a pair of horizontal load transmitting arms I40extending forwardly from the transverse follower acting base portion Ma,and vertical connecting arms Md having draft lug engaging faces Me. Thevertical spacing of the horizontal load transmitting arms I40 of eachloop is substantially the. same as the. spacing of. the yoke arms 25,thus permitting the use of the same dimension rubber pads in thecompensating cushionin unit H] as in the main cushioning. unit 8. Itwill be observed in Fig; 6 that the faces of loop portions Mb lie invertical planes and are essentially parallel to. one another. Also.,.the horizontal spacing of the. loop portions is;

such that a passageway providedfor the upper and lower yoke arms 26. Itwill be noted that yoke arms 26 are overlapped by. arms. Me. of. theloops and in effect are recessed into follower l4.

It will also be observed that the inner sides of arms: Mo? are bevelled;as. at [475* at their for:- ward ends so as to provide clearance for theadjacent: head. of. a yoke: during any rearward Increment: thereof.Although this clearance; is not: necessary in. connection with the: typeof: yoke illustrated, since the yoke is not; moved rearwardly in buff...iti necessary when other types of yokes which are moved rearwardly inbuff are: used; with: our draft: gear. Also... the front surfacesiofvertical: connecting: arms; Md; are tapered: at the: verticalextremities: thereofi. as at 149,, the: reasom for. whicln will he;hereinafter explained;

Disposed; between. the frontv end of the. compensating: cushioning unitI01 and; the end surface. 21 of; the; coupler shanlc, T, and: within theloop; portions; M11 of the main cushioning. fol.- lower: I24; is: thecompensating. follower 22 which, as best shown in. Fig. 4;. comprises a;base: portionz 23;... and; a. forward: abutment 24. spaced from the baseportion 23 by webs 25 and 25a.. In the arrangement showm. the; forwardabutment in yoke-.6 is formedrby endsurfaee' 21; of: the. coupler shank.In this. construction, abutment: of: the compensating fohowerengagesasurfac'ezl. How:- ever; it. will; be understood; that othertypes of yokesa whichmayibe: used are: formed with an intag-rah forwardiabutment for. engagement; with the compensating follower. The centralweb 2512 is; formed. with: a; pair of shouldersv 2'52) facingend'surfaoes: H: of; the-:yokeheazd, foruse in connection; with the.assembly of. the mechanism; The base: portion. 23; is. extended:laterally of the webs 25- and: 25m so as to: provide. abutment surfaces28; within: the: lODIJJIJDHZiDIlS. Mb of' cushioning;follower I41. ItwilLbeanotedthatzthe' area ofbase portion 23: is. substantially thesame; as that of; base; ortiorr Ma; of. thezmairr. follower. Thecompensating; follower is. so: formed that when the; compensating.follower: inassembled relationship; as. seen; in-.Eigs'.. L and 2, theforward faces portion 24 thereof is located: forwardly of the draft.lug; engaging: faces v Me of the main cushioning; follower: M1 by 'anamount indicated at a. in Fig.1. Also: the. abutment surfaces- 28 ofthe; compensating; follower: 22: are: spaced rearwardly from the-rear:surfaces lflk-ofthe'vertical connecting: portions; Md, thereby:providingfor forward motion of the compensating follower relative .to rthe. main cushioning follower. ishrdlu shrdluv shrdlu;

Itwill' be. observedin Figs. 1- and; 2. that the outer. sides of.horizontal load transmitting-r arms We of the. main follower. M. are;formed: with recesses. i'fih. at the.- forward; extremities thereof,

thus providing shim seats Mi. Also the inner side of base portion 23 ofthe compensating follower 22 is formed with vertical notches at thelateral extremities thereof to provide shim seats All, in opposedrelationshi to and spaced from shim: sea-ts I412; the use. of whichwill. behereinafter described. The lateral depth: of the notch is atleast equal to and preferably greater than the depth of the recesses Mhin the main cushioning follower.

Disposed between'the rearward end of the main cushioning unit 8 and therear abutment or pulling. surface 3llof= the-yoke 6 is the rearcushioning follower l'tl: comprising a transverse follower actingportion 32- having a pair of rearwardly extending rectangularprojections 33 disposed at the. lateral extremities thereof and adaptedto engage rear stop lugs 2-2. Follower 3| also has pairsbf tapered lugs38 disposed on the top and bottom sides thereof. The purpose of theselugs will. be explained; in: connection with. the assembly; ofthemechanism. The rear-surface 34 of follower: acting; portion: 3-2; isengaged.- by the pull.- ing surface 35 of yoke 6.. Theamount of forward.offset shown: at. a! in. Fig, l.- b'etween. the.- yoke engaging, surface34; and the rear draft lug engaging; surfaces 35- is; preferably thesame as; the previously. mentioned offset a? at the: forward. end! ofthe assembly:. Thustheyoke 6 andcomse uentlythecoupler shank-Lareoffsetforwardly. of the draft gear. pocket in relation; tothe 1108i?tion they would: occupy were it not. for this. oifset construction of.our draft. gear. Thus-the bufilng clearance between. thecoupler horn i5and. the front face 66 of: the-strikingwasting: 5 is increasedcorrespondinglyto: allow for. theadditiona-L buff.- ing travelproducediby our'draft gears Our draft gear is assembled in: the: yokeanddraft gear pocket preferably as-followsz:

The main.- cushioning: follower l 4: is-inserted; be.- tweenrthe yokestraps; 2:6,.v asishown'ini Fig. 7, and then rotated. into; its properposition, as: shown in Fig. 6.- Theassociated compensating follower 22is then inserted transversely throughtheloops.

of the .main cushioning. follower.

Next the. rear cushioning follower 312 is inserted. between. the; yoke;arms: and. moved rearwardlyinto contact... with the pulling; surface:3.!) of the yoke. Thenthemain groups of .cushion-ingipads is. inserted:between the.- main: cushioning; follower:

and the rear cushioning follower. The yokecomtaining. the. parts thusfar assembledz is placed rear. end downward. inv a. press-l. Suficient:force is then applied to the draft lu engaging; faces Me. of. the.cushioning, follower. to compress the cushioningunitt Gilthfit; thecompensating follower. can bera-iseda .sufiicient amountrto :allow theinsertion of the compensating group: In. of cushioning pads. It willbe:- noted that the: dimensions of.- thecoupler. shank engaging-vportion 24' of the compensating follower are suchithat' itcarrbe:moved-forwardlyinto. therear of. theiyoke head until its;surfaces.- 2e. engage rear surfaces Mic. of. vertical. arms Md; ofthe.main follower, thereby providing. suflicient clearance. between bases.23. and Iiimof: compensating follower and the mainfollower,.res-pectively, for the insertion of arequired number ofcushioning: pads If to form thecompensatinggroup I it:

After the insertion. of. the: group: 10' of. comepensatingcushioning-pads; the: force. is released from the: draftorstop: lug. engaging faces l'4ea of themain followerrl-4andvieapplieditol the coupler shank engaging portion 24 of thecompensating. fOHQWBIa The: force should: be: sufficientl allow for theinsertion of shims 31 into recesses 14h at the forward end of the mainfollower, as shown in Figs. 8 and 9. .The force against portion 24 canthen be released, whereupon the main cushioning unit 8 expands, thusforcing the shoulders b of compensating follower 22 into engagement withrear surfaces 11 of the yoke head.

Shims 31 are formed with wedging surfaces 40. While surfaces are notneeded during the assembly of the draft gear and yoke in the draft gearpocket, they have a definite use during disassembly of the mechanism, aswill be hereinafter explained. The thickness of shim 31 is such that thedistance across the shims as seen in Fig. 9 is slightly less than thespacing of the car center sills [-1. The length of shim 31 is sufficientto assure a good bearing against seats I41 and 4| on the main followerand compensating follower, respectively, after the draft gear and yokeassembly has been removed from the press. Also, the width of each shimis such that upon removal of the draft gear and yoke assembly from thepress, the compensating follower 22 is so positioned relative to themain follower 14 that the distance 1) shown in Fig. 9 between theforward face portion 24 of the compensating follower and the draft lugengagirg faces Me of the main cushioning follower is slightly less thanthe amount'indicated at a in Fig. 1.'

It is to be observed in Fig. 8 that afterthe removal of the draft gearand yoke assembly from the press, the distance between the front andrear stop lug engaging faces, Me and 35, of

the main follower and rear follower, respectively, is greater than thedistance between the front stop lugs 2-2 and rear stop lugs 4-4 of thedraft gear pocket. This occurs because upon removal from the press themain cushioning unit 8 which has been held under compression is free toexpand until the shoulders 25b on compensating follower 22 engagesurfaces 11 on the head of the yoke. In this position of the parts, themain cushioning unit 8 remains under substantial compression.

The draft gear and yoke assembly is now ready to be placed in positionwithin the draft gear pocket. The assembly is raised until its positionrelative to the draft gear pocket is similar to that shown in Fig. 8.the aforementioned tapered surfaces 149 and 38 of the main follower l4,and rear follower 3|, respectively, are in position for engaging thelower extremities of the draft gear pocket stop lugs upon upwardmovement of the draft gear assembly. surface 43 of the yoke is clear ofrear surface of striking casting 5. Upon the application of sufficientupward force to the assembly the wedging action of surfaces 14g and 38moves the main follower and rear follower towards one another allowingthe assembly to be raised into the draft gear pocket. As the followersare moved towards one another during this operation, the yoke is freedfor limited longitudinal movement, thereby allowing it to be movedrearwardly and assuring sufficient clearance between nose 43 of the yokeand portion 45 of the striking casting.

After the yoke anddraft gear assembly has been forced into positionwithin the draft gear pocket, the usual yoke or draft gear support plate39 can be secured to the car sills l-l. The couplershank 1 may then beinserted into the yoke, the draft gear key 9 applied, and the shims 31removed, whereupon the compensating follower It will be observed that iIt will be observed that the forward.

22 moves forwardly into engagement with the rear abutting surface 21 ofthe coupler shank "I, thus placing the draft gear in tight engagementwith the yoke.

' It will be noted that the draft gear is now in tight engagement withfront and rear stop lugs 2-2 and 4-4 of the pocket and it is also intight engagement with the yoke. While at the rearward end the yokedirectly engages the gear, at the forward end the engagement takes placethrough the coupler shank 1 and yoke connecting key 9. It will be clearthat end surface 21 of the coupler shank functions in the same manner asthough it were an integral front abutment in a yoke, the operation ofthe draft gear bein the same in either case.

An alternate method of assembling the mechanism is illustrated in Fig.10 in which slugs 45 and 48 are inserted into the positions shown, whilethe draft gear parts are being assembled in the yoke. The slugs are ofsuch dimensions that they may easily work themselves out betweenexisting clearances and will not hang up within the gear. Also theseslugs may be made of a suitable crushable material. Prior to theinsertion of the main group 8 of cushioning pads, the rear positioningslug 48 is inserted between the rear surface 34 of the rear follower 3iand the pulling surface 30 of the yoke, and is positioned at a pointcentrally located with reference to the rear surface 34.

It is necessary that the length of slug 48 be at least as great as theamount of offset, as shown at a in Fig. 1. This positions the yoke asufficient amount rearwardly so that the nose 43 thereof will clearportion 45 of the striking casting when the assembly is raised into thedraft gear pocket.

The draft gear and yoke assembly is then placed in a press and the maincushioning unit 8 and the compensating cushioning unit [8 are insertedin the manner previously described. Thereafter, the force is releasedfrom the draft or stop lug engaging faces Me of the main follower and isreapplied to the coupler engaging portion 24 of compensating follower22. The force should be sufficient to allow for the insertion of thefront positioning slugs 45 between the rear surfaces ll of the yoke headand shoulders 25b of the compensating follower. The length of slugs 45is such that after the force of the press upon the compensating followerhas been released, the distance between the stop lug engaging faces 35and Me of the rear and main cushioning followers, respectively, is lessthan the distance between the front 4-4 and rear 2-2 stop lugs of thedraft gear pocket.

The draft gear and yoke may then be removed from the press and raisedinto position within the draft gear pocket, after which the supportplate 39 may be secured to the car sills l-i. Next the coupler shank 1is inserted into the yoke and the draft gear key 9 applied. The frontand rear slugs may then be easily removed by subjecting the draft gearto several substantial buff- -ing blows, thus releasing the pressure onthe slugs and allowing them to drop clear of the mechanism.

Disassembly of the mechanism is effected as follows: Shims 31 areutilized during this operation, the wedge portions 48 thereof beinginserted from the underside of the mechanism into recesses M72. in mainfollower l4 and the shims thenbeing driven upwardly, thus forcing thecompensating follower 22 rearwardlyout of enanemone gagenient with endsurface 27; of the. coupler shank. 7-". This: facilitates removal of thedraft gear? ltey 9 and permits withdrawal oi. the coulpler shank fromthe yoke. The yoke support plate: 39: may then; be removed; after whichthe draft gear and yoke assembly can be forced:- out of? thedraft gearpocketby means of pry bars or other; suitable implements Ituwi-ll be:noted that the composition and thick- HESS-f therubber padsthenum-ber ofpads, and the: distance between the maincushioning fol lower t4: andrear follower-3i are so. arramged that when the draft gear is:compressed: 130* its: normal assembled length withim the draft pocket.of the the cushioning unit 8: is under a sub.- stantial compressive loadon about; 2!);060 pounds for example; Similarly, the above-mentionedfactors andthe distance between the compensat ingt' follower 22 and the:main cushioning, follower M are such: that the compensatingcushioningunit is maintained under a compressive load of. about1'O;000'pounds.. The 20,000 pound load reacts, partly, directly againstthe front and: rear draft lugs of the draft gear pockets-11d: partly.

to the extent of 10;.000' pounds, against'both ends of the" yoke throughthe compensating unit-. It will thus be: seen that. the draftgearisiheld tight in: the draft gear pocket and also in the yoke; regardlessof the ordinary length variations to whiclithese parts are subject,

In Fig. 3 We have shown.- our draft gear partiallycompressedunder acurling load. The rear abutment surface 2.! of the coupler shank.transmitsv this bufiing load to: the compensating followerrz causing itto further compress the compensating cushioning unit to which, as notedheretofore,v is pro-compressed under a l-OgOQQ pound load whenassembled. As the: buffing load increases and the compensatingcushioning unit compresses, its resistance correspondingly increases andwhen it equals the. initial compression; 2&000: pounds,. on the main.-cushinning: unit 8,. the latter starts to' compress. in series with thecompensating unit. As main cushioning unit 8' is compressed, draft lug.-engagingi faces; We: of; the main follower i4. leave contact; with the.front stop lugs 3 4;- as shown alt-42 in: Fig. 3.. Further increase; insthe buffing load! causes the compensating and'main cushion, irigunits-to continue to compressiin series.- until the shocks has beencompletely dissipated;

A-featureof: our draft'gear residesfinthe elim inatiorr ofalL metal tometal limiting stops; such as; have" to-be' used in friction type draftgears. Thusthe normal running. shocks of draftand as wel-l as theshock-sresulting from abnormal operations. oncollisions arecushioned by rubber;

' Ui'iderapulling'or draft-load thecouplec shank transmits: the" loadthrough the: yoke key 9 and rear? pulling. surfacein cfthe yoke to therear cushioning; follower 31: causing it. to/ move forwardlm. thus:compressing the. main cushioning unit 8 At thesame timey because-of theforward movement of-the. coupler shank, the compermeating follower 22moves forward. under the expairisiorr of. the compensating unit tiluntil further expansion is prevented by contact of the compensatingfollower with: sin face l-Meon the cushioning follower. Thusthe. pullingforce reuired: to start: compression. of the main cushionin'g unit- Bris. equal to; the diiierencein: the preoo'm-pression loadings of main;cushioning unit- 8 and compensating. cushioning unitiii. For thecompression. valu'esrgive'ri aboveiaifonce of; 10;,000

, 8 poundsrequired. in. drafttocompress unit- 8 As the: pulling loadincreases itcauses main cushioning unit 8 to continue to compress untilthe entire pulling load has: been dissipated:

In the: form as shown, chosen for illustration of our: invention; ourdraft gear iscapable of providing? travel in draft of approximately 1%-inches and in buff of approximately 3 inches at a loading of 600,000lbs., a seen in Fig. 5. In the conventional draft gear and coupler applicationt which. allows a maximum draft. gear travelinbuif or draft of-2%: inches, the coupler horn i5 is' located approximately 3 inches: fromthe front face 46. of the strikingv casting 5- so that the draft gearmay compress its full 2%; inches without allow-ingthe couplerhorrr tocon-' tactthe: striking: casting.

In. our draft. gear, whichis designed: touse couplers, yokesand carconstruction-.madeimac cordance with A. A. R. standards,- we haveprovided. for considerably more than the CGDVEHP tionalamount of draftgear travel in. b-uiT. We have accomplished. this ina very simpleandef.-- fectivemannen As was earlier pointed outliersin,-therearfollower 31 is formed with a suhstan tial offset between its draft lugengaging. portions. 35- and its yoke engaging surface 3.4 It was also:pointed outthat. the. coupler or yoke engaging surface 24. ofthe-compensating follower 22 is likewise offset forwardly of the draftlug engaging faces 14:: of the-main follower M by the same amount Thisonset construction. at both ends of our draft. gear provides sufficientclearance between. the coupler horn I 5 and the front face-4t of thestriking casting. to enable the coupler to mc verearwardly irrbufr: anadditional- 1 inch over that amount of horn clearance provided for inthe conventional draft gear. construction, V

Fig. 5 shows. a typical compressiondiagram produced. byour compensating.draft gean. It will be observed that in the range of loadsup to about60,000 pounds. such as encounteredduring stop ping, starting and runningcperations-,- the travel in bufi" of our draft gear amounts toapproximately 2 inches It willv also. be observed: that in bufi'ourdraftv gear provides. anadditional 1% inches of. travel.over which todissipate: the shock loads of high intensity...

We-haJ/e illustrated the application of our com"- pensating selectivetravel. draft gear with the XVQHr-kl'lOWllA. A. R... vertical lanehorizontal key yoke Y -40'. It. should: be. understood that anyccnventionaltype ofyoke of standard l'engthma-y be used. withoutefi'ecting. the novel operation of our draft gear in buff. and in draft.

While we have mentioned certain figures which we believe: are desirablefor the initial compresa sion. of the. compensating unit and maincoshioning. unit, it should. he understood that these particular values.are not essential to the proper functioning of the draft gear. Thevarious parts of this. draft. gear,, the yoke andv the draft gear pocketare subject to manufacturing toleramzes and certain of these variationsaifectthe. space available for the rubber pads, and necessarily resultdeviations from the particular values specified above. The essentialrequirement is that, under the loosestconditionallowed by anycombination of tolerances, and variations in the rubber padsthc maincushioningunit should be under an amount of compressiongreater-than thecompensating unitso that the gear wilt-fit tightly againstthestop-lugsof. the. draft gear pocket? The. terms andiexpressionswhich: we have em ployed are used in a descriptive and not a limitingsense and we have no intention of excludin such equivalents of theinvention described or of portions thereof, as fall within the purviewof the claims.

What we claim is:

1. A draft gear for assembly with a draft gear yoke and between thefront and rear stop lugs of a draft gear pocket, said gear comprising arearward group of cushioning pads, a forward follower and a rearfollower for compressing said pads, said followers having portionsengageable with said front and rear stop lugs to place said pads underinitial compression upon assembly of said gear in said pocket, said stoplug engaging portions of said forward follower comprising a pair offorwardly extending loop portions, and a forward group of cushioningpads carried by said loop portions reacting against said forwardfollower and a forward abutment in said yoke, both said forward andrearward groups of pads being compressible in buff, and in draft onlysaid rearward group being compressible.

2. A draft gear for assembly with a draft gear yoke and between thefront and rear stop lugs of a'draft gear :pocket, said gear comprising aforward follower and a rear follower positioned to engage said front andrear stop lugs, a group of cushioning pads under predetermined initialcompression for urging said followers into tight engagement with saidlugs upon assembly of said gear in said pocket, longitudinally extendingloop portions extending from said forward follower, and another group ofcushioning pads received by said loop portions, saidlast-named padsbeing under predetermined initial compression for holding said geartightly between front and rear abutments in said yoke, both said forwardand rearward groups of pads being compressible in buff, and in draftonly said rearward group being compressible.

3. A draft gear for assembly with a draft gear yoke and between thefront and rear stop lugs of a draft gear pocket, said gear comprisingamain cushioning unit, followers for placing said unit underpredetermined initial compression between said front and rear stop lugs,said follower for engagement with said front stop lugs comprising atransverse base portion engaging said unit and a pair of rectangular100p portions extending forwardly from said base portion, the ends ofsaid loop portions being positioned to engage said front stop lugs, saidfollower for engagement with said rear stop lugs having a portionengageable with the rear abutment in said yoke, and a compensatingcushioning unit carried by said loop :portions for holding said geartightly insaid yoke, said compensating unit being under predeterminedinitial compression between said base portion and the forward abutmentin said yoke.

4. A railway draft gear comprising a rearward cushioning unit, followermeans for compressin said rearward unit, said means comprising followersfor engaging the front and rear stop lugs of a draft gear pocket, saidfollower for engaging said front stop lugs comprising a transverse baseportion engaging the forward end of said cushioning unit and rectangularloop portions extending forwardly from said base portion, the ends ofsaid loop portions being positioned to engage the front stop lugs of thedraft gear pocket, a com pensating cushioning unit received by said loopportions, and a compensating follower received by said loop portions andbeing engageable with the front abutment of a draft gear yoke, said 10compensating unit reacting against said base portion and saidcompensating follower.

5. A railway draft gear for assembly between the front and rear stoplugs of a draft gear pocket and between the front and rear abutments ina, draft gear yoke in which the longitudinal spacing of said abutmentsis substantially the same as the distance between said front and rearstop lugs, said gear comprising a rear follower having portions forengagement with said rear stop lugs, said follower having a portionoffset forwardly of said rear stop lug engaging portions and beingpositioned to engage the rear abutment in said yoke, a forward followerfor engaging said front stop lugs, cushioning means under initialcompression between said followers, said front follower comprisinglongitudinal loop portions positioned to engage said front stop lugs, acompensating follower received by said loop portions and having asurface for engagement with theforward abutment in said yoke, andcushioning means carried by said loop portions interposed between saidcompensating follower and said forward follower, said last-namedcushioning means being under initial compression for urging saidcompensating follower into tight engagement with said front abutment.

6. A railway draft gear for assembly between the front and rear stoplugs of a draft gear pocket and between the front and rear abutments ina draft gear yoke in which the longitudinal spacing of said abutments issubstantially the same as the distance between said front and rear stoplugs, said gear comprising a front follower havinga transverse baseportion and forwardly extending loop portions positioned to engage saidfront stop lugs, a rear. follower having surfaces for engage ment withsaid rear stop lugs and a rear surface for engaging the rear abutment insaid yoke, said rear portion being offset forwardly of said stop lugengaging surfaces, a group of resilientpads under initial compressionbetween the rearward side of said base portion and said rear follower tourge said loop portions and-said rear follower into tight engagementwith said stop lugs, a group of resilient pads carried by said loopportions and engaging the forward side of said base portion, and acompensating follower carried by said loop portions interposed betweenthe forward endzof said last-named pads and the front abutment in saidyoke, said last-named pads being under initial compression to urge saidrear follower and said compensating follower into tight engagement withsaid yoke abutments. i

'7. A railway draft gear for assembly between the front and rear stoplugs of a draft gear pocket and between the front and rear abutments ina draft gear yoke in which the longitudinal spacing of said abutments issubstantially the same as the distance between said front and rear stoplugs, said gear comprising a front follower having a transverse baseportion and forwardly extending loop portions positioned to engage saidfront stop lugs, a rear follower having surfaces for engagement withsaid rear stop lugs and a rear surface for engaging the rear abutment insaid yoke, said rear surface being offset forwardly of said stop lugengaging surfaces, a group of resilient pads interposed between saidbase-portion and said rear follower, said pads being under initialcompression to urge said loop portions and said rear follower into'tight engagement with said stop lugs, a compensating follower carried bysaid loop portions and being movable longitudinally thereof, a group ofresilient pads carried by said loop portions interposed between saidbase portion and said compensating follower, said compensating followerextending forwardly of said loop portions and being urged into tightengagement; with said front abutment in said yoke -by said last-namedresilient pads upon assembly of said gear in said yoke.

8. A railway draft gear for assembly betweon the front and rear stoplugs of a gear pocket and between the front and rear abutments in adraft gear yoke in which the longitudinal spacing of said abutments issubstantially the same as the distance between said front and rear stoplugs, said gear comprising a rear follower having portions for engagingsaid rear stop lugs, said fol-lower having a yoke engaging portionoffset forwardly of said stop lug engaging portions, a group ofresilient pads engaging said folicwer, a forward follower engaging saidpads and having loop portions for engagement with said front stop jugs,said pads being compressible upon forward movement of said rear followerby said yoke, a forward group of pads engaging said forward follower-andbeing arranged. in series with-saidfirstnamed pads, a compensatingfollower interposed between the forward. abutment in said yoke and saidsaid forward group of pads, said compensating follower being movablerearwardly to compress said groups of pads, said forward group of padsand said compensating *foilower being canried by said loop portions,said compensating follower extending forwardly beyond said -loopportions and being urged into tight engagement; with the forwardabutment in said yoke upon assenrbiy of said gear-in said yoke,

9. *In railway draft rigging a draft gear pocket having front and rearstop lugs, a draft gear in said pocket, said gear comprising a frontfollower engaging said front stop *lugs and a rear follower engagingsaid rear stop lugs, a cushioning unit under predetermined initialcompression between said --followers, said front fol-lower "having apair of longitudinal loop portions engaging said front stop lugs, acompensating cushioning unit carried by said loop portions, and acompensating fol-lower for compressing said compensating cushioningunit, a yoke encircling said gear and having a rear abutment engagingsaid rear follower, said yoke engaging portion of said rear followerbeing offset forwardly of said rear stop lugs, a car couplerhavi-ng ashank portion operatively connected to said yoke, the end of said shankportion having an abutment surface positioned forwardly of said frontstop lugs :bygan amount cgual to the forward offset of said yokeengaging portion of said rear follower, said c mp nsating cu hionin.unit ing underpredetermined initial compression for urging,saidcompensating follower into tight enga ement with said shankabutment surface.

1.0. In a railway draft gear a pair of relatively movable followers, oneof said followers having a transverse "base portion and a pair of loopportions extending forwardly longitudinally from said base portion, eachof said loop portions comprising-upper and lower arms, the other of saidfollowers being carried by said loop portions and having a surfacepositioned to engage an abutment in an associated draft gear yoke, andresilien-t means carried by said loop portions and being compressiblebetween said base portion and said other-follower, the'outer sides ofthe upper and lower arms of each of said loop portions being recessed toallow insertion of shims therefor engaging :portions of said otherfollower 12 durin assembly of sa d sear ina draft s ar pocket tomaintain said yoke ens-a urface in predetermined l10ition rearward .ofan abutm nt in the associated yok 11. A railway draft gear comprising a:pair of relatively movable followers, .one .of said followers havin aran verse base :portion and .a pair of loop portions extending forwardlylongitudinally from said *baseportion, the other of said follow- .ersbeing received by said loop portions and being movable toward and awayfrom said base portion, resilient :m ans nterposed between said basepontion said other follower, the outer side of each of said loopportions being recessed in a vertical direction to allow insertion ofshims therein for engaging said other follower to maintain the latter inpredetermined relationship to said first-named fol-lower against theresistance of said resilient means during assembly .of said soar in adraft gear p k t.

12. A :rai lway draft gear comprising a pair of relatively movablefollowers, one of said followers having a transverse :base portion and apair of loop portions extending forwardly longitudinally from said baseportion, the other of said followers being carried by said loop portionsand being movable toward and away from said base portion, resilientmeans interposed between said base portion and said other deflower, saidother follower having abutment means arranged adg'acent the inner sides.of said loop portions for engagement :with an assembly slug for urgingsaid fol lowers inwardly of the draft gear when the gear is within anassociated yoke.

13. A follower for a railway draft gear, comprising a pair of stop lugengaging portions, a draft gear yoke engaging portion offset forward- 1yof said stop lug engaging portions, and tapered portions at the upperends of said stop lug en gaging portions adapted for wedging engagementwith the associated stop lugs of a draft gear pocket upon raising of thedraft gear, during the assembly of the gear a car, to "bring said stoplug engaging portions into contact with the associated stop lugs.

14. A follower for a railway draft gear, comprising a pair of spacedtransversely extending rectangularly shaped abutment portions, therearward one of said abutment portions having vertically extendingnotches at the lateral ex-- tremities thereof for guiding an associatedassembly shim into place, the forward one of said abutments being ofsuch dimensions as to be received the head of an associated draft gearyoke during assembly of the draft gear in the yoke, and abutment meanspositioned to engage the head of the yoke to limit the extent to whichsaid forward abutment --portion is received inthe yoke head.

1*5. A follower for a railway draft gear, comprising a transverse'baseportion, a pair of longitudinal loop portions extending in one directionfrom the lateral extremities of said base portion, the ends of said loopportions having vertical surfaces for engagement with the stop lugs of adraft gear pocket said loop portions having tapered surfaces adjacentthe upper ends of said vertical surfaces and forming continuationsthereof, said tapered surfaces being positioned for wedging engagementwith said stop lugs upon raising of the draft gear, during assembly ofthe gear in a car, to bring said vertical surfaces into contact withsaid stop lugs.

16. A railway draft gear comprising a plurality of follower members,certain of said members having surfaces positioned to engage the frontand rear stop lugs of a draft gear pocket, resilient means for opposingrelative longitudinal movement between said members, said members beingso arranged that the distance across the front and rear stop lugengaging surfaces of said members upon assembly of said draft gear in ayoke being greater than the longitudinal spacing of the front and rearstop lugs of the pocket, said stop lug engaging members having inwardlytapered surfaces at the upper ends thereof for wedging engagement withthe front and rear stop lugs of the pocket upon raising of said gear andyoke, during assembly thereof in a car, to force said members inwardlyof the gear and thereby enable movement of said gear into the pocket.

17. A railway draft gear comprising a pair of relatively movablefollowers, one of said followers having a transverse base portion andportions extending forwardly from the lateral extremities of said baseportion for engagement with the draft lugs of a railway car draft gearpocket, the other of said followers arranged between said forwardlyextending portions and being\ 25 movable toward and away from said baseportion, and resilient means interposed between said base portion andsaid other follower, said followers having opposed abutment means forengagement with an assembly shim for holding said resilient meanscompressed during the insertion of said draft gear into said draft gearpocket.

18. In a draft gear of the compensating type a pair of relativelymovable followers and resilient shock absorbing means between saidfollowers arranged to compress and expand upon movement of one followerrelative to the other of said followerrs, one of said followers havingforward extensions for engagement with draft lugs of a railway car draftgear pocket and the other of said followers being arranged between saidextensions, said last-named follower and said extensions having opposedabutment means for engagement with an assembly shim for temporarilyholding said resilient means compressed between said followers forassembly purposes.

DONALD WIILISON.

HUBERT L. SPENCE.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 1,853,696 Olander Apr. 12, 1932 2,147,034 Heitner Feb. 14,1939 2,184,936 Clark Dec. 26, 1939 2,186,267 Page Jan. 9, 1940

